Air-brake apparatus.



N0."784,528. I i PATENTED MAR.7,1905. o. E. TURNER.

AIR BRAKE APPARATUS.

APPLIGATION HLD JULY12,1904.

2 SHBETS-SHBET l.

' PATBNTBD MAR. '7, 1905.

Nio. 784,526.

O. E. TURNER. AIR vBRAKE APPARATUS. APPLIOATION PILBD JULY 12.1904.

2 SHEETS-SHEET 2.

Patented March 7, 1905.

CHARLES E. TURNER, OF ROCHESTER, NEW YORK.

AlR-BRAKE APPARTUS.

SPECIFIGATION forming' part of Letters Patent No. 784,526,

dated March 7, 1905.

Application file July 12, 1904. Serial No. 216.236.

To all whom,V it may concern:

Be it known that I, CHARLES E. TURNER, a citizen of the United States, residing at Rochester, in the county of Monroe and State of New York, have invented new and useful Improvements in Air-Br'ake Apparatus, of which turning movement.

the following is a specification.

' This invention relates to air-brake apparatus, 'and more especially to, a valve mechanism distinct from the usual enginee brake-valve, but located in adjacence thereto. In the case of a locomotive the improved valve mechan- 'although this is not essential,

ism will be mounted in the locomotive-cab,

nor do I limit myself to the use of the improved mechanism in connection with steam-railways.

I provide by my invention a device that is simple and effective in action. and by which the locomotive driving-wheel brakes' can be operatedindependently of or simultaneously with the other brakes in the system, vwhich other brakes include those on the loconiotivetruck and those on the cars.

In the drawings forming a part of this specification I have illustrated one advantageous organization involving my invention, whic organizationl will fully set forth in the following description; but I do not limit myself to the disclosure thus made, for certain variations may be adopted within the scope o-f my claims following said description.

Referring tov said drawings, Figure 1 is a sectional elevation of valve mechanism including my inviention. Fig. 2 is a top plan view of the body of the casing forming apart of said valve mechanism. Fig. 3 is a similar view of the coverl for said casing. lFigs. 4 and 5 are bottom and top pian views, respectively, of/the valve shown in Fig. 1. Fig. 6 is a bottom plan view of the base of the valvestem. w Fig. 7 isa diagrammatic elevation of my valve mechanism, showing the relation of the same with an air-brake system.

Like characters refer to. like parts out the different views.

The valve mechanism illustrated is represented as including' in1 its construction a casing, as- 2, v'vhvic-i'may be of, any v'desirable Shape or material, said f as consistin'g of a lower throughbody,' as "3, and a casing being illustrated Aand has a circulanbase is representcd a wedge-shapedtwo parts being provided with cover, as 4, the

fastened together in some airfianges suitably tight manner.

In the upper'part of the ber 5, in which a valve, as

casing' is a cham- 6, is mounted fon stantially cylindrical, and the disk-valve 6 rests upon the bottom of said chamber, and its periphery isl adapted to traverse the wall of said chamber on the motion ther'eof. There is a ground fit between the bottom |of the chamber 5 and the under face of the valve 6, so as to assure a proper contact between such parts.

A port or passage, as 7 opens at its inner end into the bottom of the chamber 5, said' port or passage 7 beingl adapted for connection, by means of suitable piping hereinafter described, (see Fig. 7,) with .the release-port of the usual triple valve on the locomotive. A second port, 8, is provided in the casing' 2, its inner end opening into the bottom of the chamber 5, while the said second port is adapted for connection, by means of suitable piping hereinafterdescribed, .with the air end of the brake-cylinder copei'ative with the triple-valve mechanism just alluded to. A third port, as 9, opens into the bottom of the chamber 5 and also opens into the atmosphere. The three ports 7 8, and 9, it will be seen, are triangularly arranged, the portsfsand 8 being diametricallyopposite to each other. The valve 6, as will hereinafter appear, is adapted to connect the ports 7 and 8 or .to connect either of them with the atmosphere by Way -of the port 9. To accomplish the results named, I have shown a port or passage, as 10, in the under face of the valve 6, which, it will he'seen, is of angular form, whereby it can put'the ports 7 and 8 into communication, or either of them into communication, with the port 9.

The stem of the valve 6 is designated by 11, and it extends through the top of the cover 4 12. On the under side of the base 12 key 13, adapted to fit acorrespondingly-shaped seat 14 in the 'upper ,face of the valve 6. The stem 11 of the valve ,is :represented assirrounded by a. gasket 15, of rubber or suita le The chamber 5' is sub- IOC w serves to prevent the flow 'of air through the' sively engaged by a pawl 20, carried upon the material, fitting` in'a countersinli i-n the under side of the cover of the casing, which gasket perfo'ration in said top, through which said stemzextends.

An actuating-handle for the valve is shown' at 16, the inner end of the handle being con- .nected in some desirable way with the projecting portion of the stem', the extreme outer end of the latterbeing provided -with a capnut, as 17, bearing against the hub of the,

handle or level' 16.

Upon the cover 4 is a segment, as 18, having a series of peripheral index-notches, each design'ated by 19 and adapted to be 'succeshandle or lever 16, between the ends thereof. Said notches or indentations are 'for the purpose of indicating the position of the valve 6. The wall of the chamber 5 is shown as having a perpendicular channel, as 20, communicating with the chamber above the valve 6 andy alsowith an auxiliary port 21, opening into what mightbe considered the main port '8, `by reason of which` air canflow from said port 8A into the port 21 and from thence through the channel 20 to the space above the valve 6 to hold, the latter firmly down againstl the bottom of the said .chamber 5.

The normal position of the valve 6 is thatin which the port 10 connects the ports 7 and 9, whereby all the brakes of the `train can be controlled in the customary m'anner by the manipulation of the-engineeris brake-valve. Should'the engineerdesire tohold the enginedriver brakes set after having been applied, he operates the valve 6 by the manipulation of the handle'16 to cause the port 10 tolputl thetports 7 and 8 in communication, the port 9, which leads to the atmosphere, being closed by such action, so that the train-brakes can be released by the engineersI brake-valve -without aifecting the driving-brakes. g To release the driver-brakes, the valve is mov'ed to cause the port 10A therein to put the ports 8 and 9 into communication, so that air will be exhausted through the port 8, port 10 in the valve, and port 9 to atmosphere. Should the vWheels on the e'ngine slide after the brakes are set, the said brakes can bereleased without affecting the train-brakes by putting the ports 7 and 9 into communication through theintervention of the port 10 on the proper manipulation of the valve 6. AS previously' indicated, the three notches 19 will indicate the several positions to be occupied by the valve in secu ring the operation set forth.

In Fig. 7 I have illustrated by diagram the -connections between the improved valve -mechanisrn and the triple-valve mechanism and brake-cylinder, the casing for-the .improved valve mechanism'in said Fig. 7 being indicated by 2. The piping 7' connects the port 7 of the said casing with the release-port of, the triple-valve mechanism,'. (designat'ed by 7",)

port.

while the piping 8.' 'connects the port 8 with theair end of the brake-cylinder 8.l

' v,lVith the air-brake 'apparatus ordinarily employed itis necessary to release both the engine and train-brakes before the enginebrakes can bei held 'set independently of the w ltrain-brakes. With the improvedsystem hereinbefore described this obstacle is not present, for the reason that the engine-brakes can be kept set when the train-brakes are being released, thus enabling an engineer to keep the slack of a train' bunched against the 'it will be apparent that the front portion of a train 'will receive the pressure first, and`the result is that the head brakes are-releasedfirst. By the improved device theengine- `brakes can be held set while the train-brakes are being' released, so that the bad effect of having the's'lack run out of the train is counteracted by holding the train -bunchedv While the engine-brakes are set; By the improved mechanism the engineer can relieve the pressure of the brake-shoesagainst his. driverbrakes on the train, -which prevents accide'nts and lessens danger to life and' property. By

`brakes without aflecting the relation of the the improved arrangernentl an englneer Vcan release hisl driver-brakes independntly of the train-brakes, and thereby permit his'drivers to cool off in descending'heavy grades, while at the same time he can, when necessary or desirable, reset the driver-brakes by using the ordinary air-brake apparatus..

iHaving thus described my invention, what l claim is-- 1. In an air-brake apparatu's, valve mechanism including a casing having ports adapt-` ed to communicate respectively with the brakecylinderl and release-port of a triple valve on a locomotive and having a third portladapted to communicate with the atmosphere, and a valve arranged to put the first-mentioned ports into communication with each other or either of them into communication wltlrsaid. third 2. In an' air-brake' apparatus'valve mechanism including a'casing having ports adapted to commu nieate respectively with the bra'kecylinder and release-port'of a triple valve on' a loconiotive and having a third port adapted to communicate with the atmosphere, a valve arranged' to put the first-mention'ed ports into communication vWith each other or either ofv them into communication With said third port, id mechanism for actuating said valve and for positively indicating when it is in its seved to communicate respectively w ith the brakeadapted to communicate with the atmosphere,

eral positions.

3. In an air-brake apparatus, valve mechanism including a casing having` ports adaptcylinder and release-port of a triple valve on a locomotivel and having a third port adapted to communicate with the atmosphere, a valve arranged to put the first-mentioned ports into communication with each otheiyor either of them into communication with said third port, achandle or lever connected with said valve and provided with a pawl, and a notched segment fixed with respect to the valve, and the notches of which are adapted for engagement by Said pawl. I.

4. In an air-brake apparatus, valve mech-` anism including' a casing having a Chamber, provided with three ports opening into the bottom of said chamber, two of the ports being adapted to communicate respectively with the brakc-cylinder and release-port of the triple valve of a locomotive and the third port being adapted to communicate with the atmosphere, and avalve fitted against the bottom of the chamber and adapted to put saidtwo ports into communication, 'or either of said two ports into`communication with said third port, the casing having means for conducting air from one of said two ports into said chamber to act against the upper side of the valve. a

5. In an air-bralke apparatus, valve niechanism including a casing having two main ports adapted to communicate respectively with the brake-cylinder and release-port of the triple valve on a locomotive, a third port a valve-containing chamber the wall of which has a channel, 'said casing' also having an aixiliar)v port connecting said channel with one i main port, and a valve arranged to put said g two main ports into communication with each other-or either of them into communication with the port which opens into the atmosphere. I

6. In an air-brake apparatus, valve mechi anism including a casing having ports adapti ed to connnunicate respectively with the brake-cylinder and release-port of the triple I` valve on a locomotive and having a third port i adapted to communicate with the atmosphere, i a valve arrauged to put each of the first-men' l tioned ports into communication with each 1 other, or cilher of them into communication i withsaid thirdport, said'valvei having a stem extending through a perforation in the top of the casing, a packing between the valve and said top, and an actuating hand-lever for the valve, connected with said stem.

7. In an air-brake apparatus, valve mechanism including a casing having ports adapted. to communicate respectively with the brake-cylinder and lrelease-port of the triple valve on a locomotive and having a third port adapted to communicate With the atmosphere,

a valve arranged to put each of the first-mention/ed ports into communication with each other, or either of them into communication. with said third port, a stein for the va1ve,hav-

ing a key at its base, the valve .being provided with a seat to receive said key, and

valve-actuating means connected with said stem.

8, In an air-brake apparatus, valve mechanism including a casing having ports adapted to communicate respectively with the brake-cylinder andrelease-port of the triple valve on a looomotive and' having a third port adapted to communicate with the atmosphere,v a valve arranged to put each of the first-mentioned ports into communication with each other, oi' either of them into communication with said third port, a stem for the valve, provided with a wedge-shaped key, the valve having a wedge-shaped seat to receive said key, and valve-actuating means connected with said stem. r

9. In an air-brake apparatus, valve mechanism including a casing having a chamber provided with three triangularly disposed ports opening into the'bottom thereof, one of said ports being adapted to communicate with a brake-cylinder and another with the releaseport of a triple-valve mechanism on a locomof tive, and the third port being adapted to communicate with the atmosphere, a turning valve in 'said chamber, provided with an angular port adapted to put two of said ports into communication with each other, or to put either of said two ports into communication with the third port.

In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses.

CHAS. E. TURNER.

'itnesses:

JOHN S. KEBAN, E. A. lx'eeNAN..

IOC 

